Igniting apparatus fob internal-combustion engines



(No Modem 2 sneec's sneet 1.

G L. WOODWORTH.

IGNITING APPARATUS FOR INTERNAL GO-MBUSTION'ENGI'NES.

I No. 579,921. Patented Mar; 30, 1897.-

Fig.1;

wiinessesj Invert-for:

(No Model.) 2 Sheets-Sheet 2 A L; WOODWORTH. IGNITIATG APPARATUS FOR INTERNAL COMBUSTION ENGINES.

No. 579,921. Pa tented Malr. 3 0, 1897.

ilmmu V UNITED STATES PATENT ()FFICE.

GEORGE LYMAN woonwon'rn'. F STANFORD UNIVERSITY, CALIFORNIA.

IGNITING APPARATUS FOBIINTERNAL-COMBUSTION ENGINES.

srncmroarron 1'0 all whom it may concern: 7

Be itknown thatI, Gnoacn LY-MAN Woon- WORTH, a citizen of the United States, residing at Stanford University, in the county of Santa Clara. and State of California, have invented certain new and useful Improvements in .Igniting Apparatus for Internal-Combustion Engines, of which the following is afull, clear, and exact specification. a

This invention relates to gas, oil, or other type of heat-engines operating by internal combustion and to apparatus for igniting the charges of gas or vapor in such engines.

My improvements consistin fixed and movable electrodes within the cylinder or the comtrode mounted on an oscillating fulcrum-stem passing thronghthe walls of the oylinderor combustion-chamber and actuated by mechanism outside the heated chamber capable of adjustment as to the point of ignition in respect to the piston without altering other functions and moving quickly at the point of engagement in an elliptical or circular orbit.

My improvements also include various details of .a constructive nature, hereinafter ex-- plained'in connection withthe drawings, in which I Figure 1 is a side elevationof a common gas-engine provided with my improved ignit in g apparatus at the side. Fig. '2 is an end elevation-of asimilar engine also provided 'with my improved igniting apparatus placed at the end. In Fig. 3 is a diagram illustrat ing the movements of the tripping-bar that operates the movable electrode, also. a section of the main cylinders, showing the mannor of mou'ntingand insulating'the stationary electrode. Fig. 4. is a detailot Fig. 3,: showing the movable electrode audits mountings. Fig. 5 is a diagram showing the engagement and operation of the movable electrode by a tripping device moving in a circular path. Similar letters of reference are employed to designate corresponding parts.

Referring to Figs. 1 and 2, the references are made coincident as far. as possible,the'

' i gnitin g apparatus being in one case operated by a shaft parallel-to the crank-shaft and in the other case transverse thereto. A are m ain frames3a'nd B B the engine-cylinders. 0' C1 forming part of LettersPatent N o'. 579,921, dated March 30, 1897. 7 Application filed May 12,1896. Serial No. 591,313. (No m an.)

. are the main crank-shafts, and l) fly-wheels thereon.

In Fig. laportion of thecylinderis; broken away 'tobetter show the cpnstr'uct-ion.

In Fi& 1, E is the con'nectiiig-rod,.F' the 'main crank, and C a second shaft driven by the tooth-wheelsG' G these wheels having a proportion of one to two when the engine works on the four' stroke cycle, one to one on a two-stroke cycle, and. one to three on a six-stroke cycle. .On the shaft 0 is placed a crank F, to which isattaohed a motion rod or bar H, attached at the otherend to a vibrating support I-, and projects beyond to hold the tripbar J, which engages thd'trip bar J as will be hereinafter explained.-

' Referring to Fig. 2, the second'shaft C is placed parallel to the cylinder B and is driven by bevel, spiral; 'or other gearing G? and G from the. main crank-shaft 0 so as to revolve at one-half the rate of the latter when the motor works on the four-stroke cycle. On

the end of-this shaft 0 is placeda crank F to operate the motion bar or red H the other end of which is attached to the vibrating sup- On the bottom, preferably, of this port l. rod H is attached the first flexible trip-bar J corresponding to J in Fig. 1. Other elements to be described are identical and the diverge'ncethus far hasbeen. to show the adaptation of my invention to two common typesof auxiliary gearing for internal-combustionengines. The trip-barsJ and J may be rigid, butare best made wit-ha section that permits fiexure, also may be integral or attached to rod H. I prefer tomake'them in the form of a cantaliver orleaf-spring.

Referring next to the diagram Fig. 3, in which the linesare identical [with the axes of the element which bear the same references in Fig. 1, it will be seen that by rotation of the crank F the point e moves through the circle III, thepoint dtlirough the distorted ellipse II, the ointc through the are a a, and the point through the distorted ellipse I. Itwill also be seen that the trip-bar J in Fig. 1 is attached to'apointoorres ending to bin Fig. 3, andthe flexible bar J in Fig. 2 is attached at a pointcorrespondin to (Z in- Fig. .3, so that both-these barsJ' an J 3 move in elliptical orbits I and II.

too

through this is inserted the trip-barJ which is engaged by the trip-bard as the latter moves through the elliptic orbit.

The trip-bar J 2 is madeadjnstable, so that by varying its length the..poin-t of release Obviouslyordisengagement is changed. trip-bar J can be made integral. with the axis M, but this construction gives a fixed point of release. Ipreferto make it with a screw'- threaded. extension which passes throughjlever L and is further provided with a thumb-screw and a jam-nut 0 as shown. By reason of .the'tripping or engagin g bars J or J beingflexible instead of rigid release from bar J- is more sudden, with less strain in the working parts. Also before release good-contact isinsured between the electrodes K and K.

The adjustment is best done along or parallel, to thevtangent line h h to thecurveo'r on the flat side of the ellipse 'll yvhere there is no considerable change ofposition or action in a direction perpendicular to the curve.

The range of the angular displacementg'ig of the electrode, K and of the vibrating arms L L is limited by a stopscrew P, a constraining-spring Q being profvided ilo rapidly return these arms to the stop P as soon asthe trip-bars J and J' disengage at the point g'fithu's causing a spark between the electrodes K K, kindling the eharge in thecombustion-chamber.

- In Fig. 3 the stationary or fixed electrode K is best supported on aremovable plate It,

bolted to the end or side of the engine-cylinder. The stem K is madeadjustable and held in the threaded part S, which is insulated electrically by means of the porcelain, earthenware, 'or mica rings T T The-inner ring T is preferably made of mica andthe' enter one,

T of porcelain. The-part'U. is an asbestos washer which is placed between the insulat-.

ing-rings and the metal parts and serves as a packing and alsotakes up expansion due to heat.' W is a nut to secure part S. -V is a jam-nut for the stem K. The passage into .the cylinder covered by'thc plate 'Ris made largeenough to permit access to the movable electrode K for cleaning or other purpose.

In the diagram Fig. 5 is sh'oivnhow the- ,trip-lever J which operates themovable electrode, can be actuated bya part J moving in a circular pat-in. The lever J! is p'referably made both flexible and adjustable,

:The other elements involved are the same as in the preceding fig-ares. It is obvious, how-J ever, that the engaging member moving in thelcurved path o'rorbit and. the engaging member operating. the sparking electrodes can either or both beniade flexible and their On the'onts'ide' 'of the the point of ignition may be varied.

action remain the same, also that either of the electrodes K orK can be insulated from the cylinder B. The electrodes]? and K- are preferably connected in series with an inductance-coiland battery or small dynamo;

It will be seen that in my igniter the mechanism employed to opc'ratethe sparking terminals-or electrodes is external, and therefore not exposed to injurious heat. Another considerable ad vantage is the ease with which Fu rth er, this adjustment may even-be performed while theengine is running.

' .IIaving thusexplained the nature and objects of my invention, what I claim asnew,

and desire to secure by'Lettcrs Patent, is-.

1. In igniting apparatus for internal-conibustion engines, a niotion-rod driven by the engine from a crank or eccentric and connectcd at a second point to a vibrating sup-' port, and in combination therewith a flexible tripping or engaging. bar which-engages, ac-

tuates a second trip-bar, and disengages suddcnly-byrcason of its fiexure, in-the manner substantially and for thepurposes as hereinbeforeset forth. 1

2'. In igniting apparatus for internalcombastion engines, an engaging part driven by the engine in a curved path, and in couibina-.

tion thereivith an adjustable engagingpart operating the sparking electrodes, and so placed in relation to saidpart nioying in a curved path, that its line of' adjustment lies along or parallel to the tangent to said path at or nearthe point as set forth. 3. In igniting apparatus for internal-corn bustion engines, an act'uating part driven by the engine, the engaging portion of which has of release, substantially a periodic mot-ionof oscillation with respect I to anylinclying in the plane 'ofimotion, said actuating part during'a certain portion of its ,travclengages, gives motion to, and disengagcs with an external adjust-able electrode lover or stem, which is so placed relatively to the path or locus of the actuating part, that the lingot adjustment lies alongor parallel to the tangent'to said path or locus, at or near the point'ofrcleasc ordisengagement.

4'. In igniting apparatusfor internal-combustion engines, a flexible engaging part driven by the engine in curved path, and] "in combination therewith an adjustable engngi ng part operating the sparkingclcctrodes, and so placed in relation to saidpartmovmg in a curved path,- that its line'ofadjustmcnt liesnlong'or-parallel to the tangent to said pat-h at or near-the point of relcase,.snbsta1 1- tially asset forth.

5.] I11 igniting apparatus for internabcombustion engines, amengaging part driven by. the enginein a curved path, and in combina-' tion therewith nnjadjustable ilexiblc cngag ing part opcratingfthe .sparki g electrodes,.

and so placed in relation to sail part moving in a curved path, that its line ota'djustment lies along or parallel to the 'tangentto said.

path at or near the point of release, suhstantinlly as set 'Iorth.

6. In igniting apparatus for internal-coinbustion engines, the stationary electrode K insulated electrically by the inner ring T and the outer ring T secured by the nut V or its equivalent, and in combination therewith the asbestos-packing cushion U, interposed "in the manner substantially as described. 7. In igniting apparatus for internal-coin bust-ion engines, the fulcrum-stem of the movable electrode made withen external adj ust- ,"zible trip-lever J which engages periodically ,with a part driyen by the engine in a curved.

path,sa id adjustable trip-lever J 2 when varied in length changes the point ofdisengagement, in the manner and for the purposes as hereinbefore described.

8. In igniting apparatus for internal-combustion engines, an engaging part driven by the engine in a curved path, an external adjustable engaging pert mounted on an osci1- lating fulcrum-shaft with an internal sparking electrode thereon, a stationary insulated sparking electrode, means for separating the electrodes and asuitable'source of electrical energy connected to the electrodes, combined in the manner substantially as described. .i

In testimony whereof I have hereunto. at.- fixed my signature in the presence of two witn'esses.

' GEO. LYMAN WOODWORTHI Witnesses:

JAMES L. KING, W. T. GROVER. 

